Flying machine



R. GOLDSCHMIDT.

FLYING MACHINE. APPLICATION FILED JAN. II. 1921.

Patnted Oct. 3,1922.

L ESLMLL 2 SHEETS-SHEET 1.

R. GOLDSCHMIDT.

FLYING MACHINE.

APPLICATION FILED JAN. 11, 1921.

Patented Oct, 3, 1922.

2 S H E [TS- SHEET 2.

fimif a Patented ct. 3, 1922.

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RUDOLF GOLDSGHMIDT, 035 WESTEND, BERLIN, GERMANY, ASSIGNOR TO DE'I' 'IEKNISKE FORSQGSAKTIESELSKAB, E CI-IARLOTTENLUNID, DENMARK, A COMPANY OF DENMARK.

FLYING MACHINE.

Application filed January 11, 1921. Serial No. 436,513.

To all whom it may concern. Fig. 1 the supporting surface T moves sub- Be it known that T, liooonr GOLD- stantially at right angles to the lifting force SCHMIDT, a subject of the German Empire, Kwvith an angle of incidence a until the and resident of a5 Linden Allee, Westend, direction of movement is reversed as in Fig.

5 Berlin, Germany, have invented certain new 2, when the angle of incidence is also auto and useful Improvements in Flying Mamatically reversed, changing from a to a chines, of which the following is a specias in Fig. 2 when the direction of motion fication. corresponds to arrow V in Fig. 2. The

This invention relates to flying machines angles of incidence a and a only apply 10 wherein the supporting planes are reciproif the direction of motion of thewhole flycated in a horizontal or substantially h0riing machine coincide with the direction of zontal or slightly curved path and in which the motion of the planes. The lift depends the angle of incidence of the planes may be partly on the lifting action due to the angle automatically reversed during the change of of incidence of the planes and partly on the 15 direction of movement of the planes. displacement of air by the reciprocation of The present invention relates more particthe planes. ularly to mechanism for reciprocating the The actual velocity V of movement of the planes as hereinafter more fully set forth. plane T relative to the machine and the ve- According to the present invention the locity of flight V of the machine are sub- 20 mechanism for reciprocating the supporting stantially in parallel planes. In forward planes in a horizontal or substantially horimotion the lift is practically proportional to zontal or slightly curved path comprises cen- (V -V) whilst in return motion the lift is trifugal mechanism (such as that described practically proportionalto (V V)-. The in the specification of my United States Patformer is therefore much more effective dur- 25 ent No. 1,386,329) mounted to move with ingflight and it is therefore preferable to and reciprocate the planes, the centrifugal thicken the front edge of the planes and to mechanism being preferably so mounted as taper the trailing edge as in the usual aerofoil to reciprocate to and fro onthe body of section, the difierence being probably somethe machine and being preferably also what less pronounced. If the planes are not 30 adapted to automatically effect reversal of only to generate a lifting force but also to the angle of incidence of the planes during propel the machine forwardly it may be the change of direction of movement desirable to use an aerofoil of symmetrical thereof. profile. i

In order that the invention may be clearly By arranging the plane T as in Fig. 3 so 35 understood reference is madeto the accomas to reciprocate symmetrically on both panying drawings wherein sides of a plane M Whilst describing a. v F lgs. 1 and 2 are diagrams showing recurved path of centre S, an obllque force versed angles of incidence of an aerofoil. K is created which passes approximately Fig. 3 is a diagram of a fiyingmachine in through the line MS when the machine as 40 Wh1ch the plane describes a slightly curved a whole is stationary. A component Z is path of centre S. thereby obtained which may act as a tractive Fig. 4 is a diagram illustrating a plane force and thus propel the machine forreciprocating in a straight path. wardly. All the forces coincide at S which Fig. 5 is a detail view and Fig. 6 a fragmay be assumed to be the centre of gravity.

4.5 mentary plan view of mechanism for recip- The tractive force Z and consequently the rocating the plane shown in Fig. 4. velocity of flight may be varied by vary- Figs. 7, 8, and 9 are diagrammatic views ing. the angle e which the plane M makes corresponding to Fig. 5 showing three difwith the vertical, that is to say, by varying ferent positions of the mechanism and Figs. the line on both sides of which the plane T 50 7 8 and 9 are corresponding plan views symmetrically reciprocates. Alternatively thereof. the tractive force Z may be varied by the The planes reciprocate in a path which is empennage control H. substantially at right angles to the lift. In Adjustment of the ascent and descent is effected by variation of the angle of incidence or by variation of the velocity V, or by more or less throttling the motor. The 'l fin l"? and the empennage control TI serve for longitudinal stabilization.

As an alternative construction, the forces K need not trough the centre of gravity. The centre of gravity may be supposed to be as S (instead of S). Then the lift component A and the weight of the flying machine G form a pair of forces which must be balanced by the tail fin N and the cmpennage control The moment will be however wholly or partly balanced by the air resistance on external parts due to the fact that the centre of gravity lies comparatively deep below the planes and automatically becomes a correcting moment during longitudinal instability. Variation of the radius S S of the turnin moment may be effected by displacing the centre if or by altering the centre of gravity of the flying machine. This variation involves regulation of the tractive force Z, since under the influence of the turning moment, the flying machine turns and sets itself into a new stable tractive angle e.

The reciprocation of the movable planes on the flying machine body may be effected in various ways. Fig. lshows a simple straight slipper guide.- The guide bridge a is held by means of the struts Z) and tension wires 0. The plane T slides on the bridge a by means of a slipper or carriage g. Rollers may be used to diminish the friction. In this arrangement (as in Fig. 3) the lift A and weight of the flying machine form a pair of forces during forward motion.

In selecting the driving mechanism for the planes, it is to be noted that the period of one complete oscillation of the planes is only very short and may be only a fraction of a second and that, to accelerate and retard the masses, variable forces must be applied which are normally substantially greater than (for example) the whole lift. If these variable forces act at a point be tween the body and the planes, the whole body of the machine as well as the planes will be set in vibration. The present invention therefore consists in providing mechanism for driving the planes in such a manner as to avoid the aforesaid vibration of the body. For this purpose the mechanism is of the type described in my prior United States Patent Specification l lo.

Referring now more particularly to Figs. 5 and 6 of the accompanying drawings, a and (1, are guides forming a bridge for slippers The guides a a are secured by the struts b b Z2 and b and by the tension wires 0 0 0 and 0 The slippers g support a vertical rod Z to the upper end T is jointed at U. The rod Z is interrupted by a bearing mfor a sleeve a which carries two bevel wheels r and 0*. The sleeve :0 is splined on a drivshaft 20 so as to slide thereon but rotate therewith. its shown the shaft to is of square section. The sleeve it may however be driven by a flexible or telescopic shaft or the like or other convenient power transmission mechanism. Ttotatably mounted on the rod Z are two sleeves a and a and externally upon the sleeve of is fitted third sleeve n Fixed to the sleeves n), a and n are rods S S and S respectively which carry at their outer ends weights 0 O and respectively. The weights and O are connected together and together have about. the same turning moment as the weight 0 alone. In practical construction, probably considerably more than three weights would be used. The sleeves n and a carry a pair of bevel wheels 7 and 7' respectively which engage with the bevel wheels r and r respectively. If the driving shaft 10 rotates the bush m and the bevel wheels r and r 7 and T the weights 0 and U will be driven at the same rotational speed but in opposite directions. Thereby centrifugal forces 8 and 5 act on the rods S and El -S the forces being transmitted through the bearings 41- a and a"- to the plane T.

The forces .9 and '3 form a resultant R i in Figs. 7 to 10 and 7 to 10 other positions of the weights and paralleloms of forces relating thereto are'indicared. will be seen that R varies periodically and creates a to-and-fro movement of the planes. Tn Fig. 6 the supporting surface moves under the acceleration of I from right to left and attains its highest velocity in tr. e position shown in Fig. 7 which corresponds to the plane M of Fig. 3. The forces 3 and then balance each other. In Figs. 8 and 8 the plane T has passed the middle position. The forces S and S then give a negative resultant retarding the movement of the plane T so that in theleft end position (Fig. 9 and 9 the construction comes to a standstill in order, under the ll,,v. hich is here equal to S +S to commence return motion. if A is the i 1'; of the plane T and its accessories. about the swinging wcl hts O and and is the weight of the three weights together, L the length'of the arms S S and S and Z the displacement of the plane i n either direction, then for velocities which are not too small lf,-for example BzA, then ZzL. In any case Z is quite independent of the rotational velocity of the weights, provided that of which the plane the angular velocity is not altogether too small.

The plane is therefore positively reciprocated just as if it were driven with a "crank and connecting rod of infinite length, but with many with. First of all, apart from lost components, at any instant, the centrifugal force R and the main accelerating forces exactly balance each other. If it be so arranged, say by fitting a second supporting surface T (Fig. 5) that the resultant force R- acts at the-centre of gravity of the movable parts, then the lifting force and part of the lost components will be transmitted to the body of the flying machine. The actual lifting and driving mechanism with its large forces acts as a single unit in which the losses are made up by power from the driving shaft w and in which the lift is taken up by the slippers g. By opposite rotation of the centrifugal weights the gyroscopic effect on the system is overcome.

The plane T in Fig. 3 may be reciprocated by mounting the arms S S and S and the weights O and 0 (Figs. 5 to 9) so as to turn about the line MS (Fig. 3) or by mounting the centrifugal mechanism in any other convenient manner. When the plane T is carried by an arm pivoting about the point S in Fig. 3 and the weights turn around the arm in an analogous manner to that in which the weights turn about the shaft Z in Fig. 5, the sleeve 00 of Fig. 5 may be driven by a flexible shaft instead of the square shaft to (as already described with reference to Figs. 5 and 6) and the guides a a may be curved and concentric with the point S or the guides a a and slippers 9 may be dispensed with.

It is easy to adjust the central plane of oscillation (M in Fig. 3). This may be effected by means of spring buffers 79 9 p and p and adjustable stops A A 72. and h e stops may be resilient instead of the buffers or both parts may be fitted with springs. The distances h /t and ILL-JD} are a little shorter than the displacement 2, so that the buffer springs are easily compressed. If the stops are shifted together forwardly or rearwardly, the centre plane M will be displaced as it lies approximately midway between 71 and 77/ or it and 71, Thus a very effective control of the velocity is attained.

The stability is ensured to a great degree in that the centre of gravity lies low beneath the lifting mechanism. For this reason warping surfaces or ailerons are not necessary.

It may be mentioned that all sliding or rotating parts are preferably fitted with balls or rollers.

The angle of incidence can be adjusted in many ways as for example by cranks, ec-

advantages as compared there centrics' or cams. Fig. 5 shows as a constructional example an eccentric e which is driven from the bush 12 The eccentric e actuates the rollers f and 7' suspended. from the plane T and thereby the plane is turned about the joint U. The second plane T (dotted in Fig. 5) can be separately adjusted or jointed to rigidly connect with T. Controllability of the angle of incidence in operation for the purpose of varying the lift is important. In the arrangement illustrated in Fig. 5, for example, the rollers f and f could be made adjustable along their spindles so as to be moved across the surface of the eccentric 6. Thus if the roller 7 is brought into contact with the lower edge of the eccentric and the roller f in contact with the upper edge of the eccentric (that is, the reverse of that shown on the drawing) the roller f will slightly tilt the plane T about its joint U.

Claims- 1. In a flying machine of the character described, mechanism for reciprocating the planes comprising centrifugal mechanism mounted to move with and reciprocate the planes.

2. A flying machine as specified in claim 1 in which the centrifugal mechanism is also so mounted as to reciprocate to and fro on the body of the machine.

3. In a flying machine of the character described, a member carried by the body of the machine, centrifugal gearing slidably mounted on said member and a connection between said gearing and the planes.

4:. A flying machine as specified in claim 3 in which the member comprises a bridgelike structure mounted on the body of the machine.

5. A flying machine as specified in claim 1 in which the centrifugal mechanism also effects automatic reversal of the angle of incidence of the planes during change of direction of movement thereof.

6. A flying machine as specified in claim 1 in which the centrifugal mechanism comprises oppositely rotating centrifugal weights.

7. A flying machine as specified in claim 1 having means for varying the centre of re ciprocation of the planes.

8. A flying machine as specified in claim 3 having adjustable buffers for variably controlling the travel of the centrifugal gearmg.

9. A flying machine as specified in claim 1 in which the centrifugal mechanism comprises interconnected centrifugal weights and intermediate oppositely rotating weights.

10. In a flying machine of the character described a body structure, a longitudinally disposed guide carried by said structure, a slipper on said guide, means for limiting the travel of said slipper, a spindle supported 11. A flying machine as speclfied in claim 10 in which the centrifugal Weights are interconnected t0 the means for efiecting reversal of the angle of incidence so that reversal of the angle of incidence of the plane is effected during change of direction of movement thereof.

RUDOLF GOLDSOHMIDT. 

